Internal-combustion motor



Aug.- 17, 1926. 1,596,069

F. c. sKlLEs INTERNAL COMBUSTION MOTOR F1166 March 19,l 1921 2sheets-sheet 1 'B' www@ A TTHNEYS Aug. 17 1926.

F.C.SKHES INTERNAL COMBUSTI ON MOTOR 19, 1921 2 Sheets-Sheet 2 B'mr..

A TTRNEYS in the Combinations,

Patented Aug. 17, 1926.

UNITED STATES PATENT OFFICE.

FRANK c. sxILEs, or cHIcAGo, ILLINOIS.

IN TEBNAL-COMBUSTION MOTOR. t

Application yinea umh 1a, 1921. semi 1ro. 45am My invention relates toimprovements in internal combustion engines, and it consistsconstructions, and arrangementsherein described and claimed.

An object of my invention is to provide an internal combustion enginewhich makes use of a single rotary intake valve for all of thecylinders, and which makes use ofcl rotary exhaust valve for all of thecylinders, these valves having a partition therein which assures auniform feed and exhaust to the cylinders.

A further object of my invention is to provide a device of the typedescribed which has a novel gear mechanism for operating the valves.

A further object of my invention is to provide a device'o'f the typedescribed which is relatively simple in construction, durable, andelicient :for the purpose intended.

Other objects and advantages will appear in the following specification,and the novel features of the invention will be particularly pointed outin the appended claim.

My invention is illustrated in the accompanying drawings forming part ofthis application, in which- Figure 1 is a transverse section through themotor,

Figure 2 is a Side elevation of the device, portions thereof being shownin section,

Figure 3 is a detail view of a portion of "the valve gear mechanism,

Figure 4 is a diagrammatic view of the intake side of the engine, andFigure 5 is a side elevation ofone of the valves.

In carrying out my invention I provide an engine which consists of anengine block 1,-

a crank shaft 2, pistons" 3, and connecting 'rods 4. In the drawings Ihave shown the yengine as comprising' six cylinders. The cylinders 5have a head 6 from which an intake passageway 7 and an exhaustpassageway 8 lead. ln Figure 2 I have shown the six exhaust ports 8 to13 inclusive, and in Figure 4 I'have shown six intake ports, 7, and 14to 18 inclusive.

The engine block is provided with a semicylindrical valve seat 19 whichis adapted to receive the intake valve 20. In like manner, the block 1is provided with a semicylindrical valve 'seat 21 that is adapted toreceive the exhaust valve 22. Caps 23 and 24 cover the exposed portionsof the valves 2O and 22 respectively. The capsare secured to the engineblock by any means, such as by bolts 25.

The mechanism for connecting the valves with the crank shaft is clearlyshown in Figures 2 and 3. A vertical shaft 26 is connected to a crankshaft 27' by miter gears 28', the gears giving a one to one ratiobetween the shaft 26 and the crank shaft 27. A horizontal stub shaft 28is rovided with helical gears 29 and 30, an with a large helical gear 31that is 'in mesh with a helical gear 32 on the shaft 26. The gears 31and 32 are of such size as to cause the shaft 28 to rotate through onerevolution during each two revolutions of the shaft 26. The valves 20and 22 are provided with helical gears 33 and 34 that are mounted uponintegral pins 35 and 36 that are carried by valves. The ratio betweenthe gears 29 and 34 and 30 and 33 is one to one.

The construction of the gearing mechanism permits the valves to be movedlongitudinally and permits the shaft 26 to be moved vertically whennecessary to take up wear. VIt will be noted that the shait 26 ismounted in a housing. The shaft is carried by a bushing. 37 that isthreaded into a bore 38 to the desired distance, so as to Krause themter gears 28 to mesh. A set screw 39 locks the bushing in place. Thebushin carries a duplex ball bearing 40. A stu ing box 41 is providedabove the ball bearing 40. It will be noted that the shaft 26 is alsoconnected to a stub shaft 42 by means of helical gears 43. The shaft 42operates a water pump and magneto (not shown).

A. radial thrust bearing 44 is mounted on each of the pins 35 and 36,and bears against a collar 45. The collars 45 limit the Inove-l ment ofthe valves 20 and 22 toward the front of the engine. ShimsI 46 are dispoed between the caps 23 and 24 and the edge of theblock 1 so as toprovide a novel means for taking up wear. The shims are very thin, andwhen any wear is desired to be taken up, one or more shims are removed,whereupon the cap will fitmore closely to the valve.

'From the forego' descri tion of the various parts of thbnlevice, t eoperation thereof may be readily understood. vEach of the valves 20 and22 is provided with six openings, these o nings' registering with theintake and ex.. .aast ports of the cy1n- -vvide as ders at the requiredmoments. The rotary valve port openings are made of areas large enoughto insure efiicient operation.. The exhaust Orts are larger than theintake ports. he exhaust ports may be made as 87 degrees, and a portconnection between one of the exhaust orts of the valve and the exhaustport o the engine may persist over 200 degrees of the crank shaftmotion. The firing order ofthe cylinders, counting from ront to rear,and representine the first by the number l, the second by the number 2,etc., is as follows: l, 5, 3, 6, 2, et. rl`he openings in .the valvesand. the port openings in the cylinders are so as to have thecommunications oer-Ween 'the valves and the cylinders overlap. Forexample, the intake cylinder l closes just after the intake of thecylinder opens. The ports in the cylinders are as large as the diametersof the cylinders will permit. lhe openings in the valves are the samelength, but the openings in the valves entend through a greater numberof de rees 'than do the openings in the cylinder bock. rthecommunication between the valve and the cylinder is full open during thegreater part of the movement between the opened and closed position.rlhis permits great volume of gas to pass into the cylindex' in srelatively short time. Fur-then more, it provide a very quick shut orfat the proper moment. The engine is constructed so as to have a long gasintake for each cylinder, 'the intake being open from a pointI when thepiston is at the top of its stroke to a point when the piston is justpast the bottom of its stroke or lo7 dead center. 7The exhaust port-sare open from the time the piston is at a point just before bottom dead.center to a point when the piston is et the top of 'the stroke. rlhecranks are disposed l2@ degrees apart, and the ports in the valves aredisposed degrees apart,

since the valves rotate at one-half the speedl of the crank shaft. A

rThe partitions 'fl-i' are disposed 1n the centers of the valves, anddivide thevalves into two compartments, three of the ports communicatingwith one of the compartments, and three of the ports communicating withthe other compartment. ln addition Vto the six ports, each valve isprovided with a plurality of openings 48 that are disposed on one sideof the partition 47',

and plurality of openings 49 that are disposed on the other side of thepartition 47. The openings ars such as to always place the twocompartments of the valve in communication with the exhaust passagevvays50 (see Figure 2)., or with the intake passage- 'ways 5l (see Figureel). Both the valves 23 and 22 are identical, with the exception thatthe ports in the valve 22 are slightly larger than the ports of thevalve `2O, and

that the valve 22 is an exhaust valve. It Will be noted that the intakepassa eways are cast in the engine block l and ranch from an opening 52.This construction warms the gas as it passes into the intake valve. Thecarburetor, (not shown) is placed in communication with the opening 52.

When the engine is started, the crank shaft 27 rotates the valves 20 and22 toward each other by means of the shaft 26. The

gports in the intake valve register with the intake ports of the engineat the right time, the ports of the intake valve -being large enough topermit the intake ports of the engine to remain full open the greaterpart of the time the ports are open. In like manner, the ports in theexhaust valve remain full open and readily ermit the exhaust gas to flowfrom the cylinders into the passageways 50 and exhaust pipe 53.

Assume that the piston in the cylinder 1 is on its intake stroke. Thegas from the carburetor, gnot shown) will flow through the branch o theintake passageway 5l that communicates with the compartment in theintake valve 2O that is in communication with the cylinder 1. Asheretofore stated, the intake port 7 in the cylinder l is full open forthe greater art of its` intake stroke, so as to permit all) of the gasthat'is needed to pass from the valve into the cylinder. Just before theport in communica tion with the port 7 passes out of alignment with theport 7, the port in the other cornpartment of the intake valve whichcorn.- municates with the port 17 of the cylinder 5 will be in alignmentWith the port l?. f

it were not for the partition 47, all of the as in. the entire valvewould tend to pass into the cylinder 5, es soon as there iscommunication between the cylinder 5 and. the valve. lt might also hapen that the suc tion in the cylinder 5 Wou d be vs'uflicient to draw aportion ozt the gas from the cylinder that had already entered from thecylinder l before the valve closed communication to the cylinder l. Thepartition prevents this. 'lihe gas flowing from the front art of thevalve to the cylinder 5 would ave to o through the passageway 5l beforeit co d pass into the cylinder. This passageway is relatively long, andthe port to the cylinder l would be closed before the gas would havetime to take this course. ln like manner, the exhaust side of the en ineis provided with an exhaust valve, an has a partition therein (seeFigure 2). This partition prevents the gases entering the valve at oneend thereof and the gases entering the lvalve at the other end thereoffrom striking lll@ out of the cylinders is assured from the provision ofthe partitions 47 in both valves. The engine is provided with standardspark plugs 54, and with an ignition circuit, (not shown). The engine 1salso provided with a water jacket and with an oiling system. Since thenovel type of valve and valve actuating mechanism forms the subject ofthis application, it is not necessary to describe or show the specificwater cooling means and oiling means.

It will be noted from Fi ure 2 that the valves and 22 and the saft 26may be moved so as to take up wear. In case wear occurs between thegears 28, the bushing 37 is rotated so as to lower the shaft 26 to thedesired position, where it is again locked in place by means of the setscrew 39. It

'will be noted that a downward movement of the shaft 26 will notinterfere with the timing mechanism, since this downward movement merelymoves the gear 32 with respect to the gear 31, but not a sullicientdistance to cause the gear 32 to be moved out of 'engagement with thegear 31. The wear between the gears 2 8 is very slight and therefore avery slight downward movement of the shaft 26 is sufficient to take upthis wear.

The valves 2O and 22 are so connected to the shaft 28 as to cause thevalves to tend to move toward the gears 34 when they are rotated. Thecollars 45 receive the entire thrust of the valves and the valves willalways bear against the collars even though they become slightly worn.When the valves are slightly worn they will cause 'the gears 33 and 34to move slightly with respectto the gears 30 and 29. This however willnot interfere with the timing mechanism of the engine.

In Figure 2 I have also shown how the moving parts between the valvesandthe` crank shaft 27 are entirely enclosed by a housing. When theengine is in operation, the oil is fed to the valves by a force feed oilsystem (not shown) and the oil will flow from the valves through thebearin s 44, the gears 33 to 36 inclusive, then t e gears 31 and 32,down along the shaft 26, through the bearing 40, and then to gears 28.In this way all of the moving parts are kept bathed in oil.

I claim:-

In an internal combustion engine, a valve casing adapted to receive acylindrical valve, a helical gear carried by said valve, a driving shaftextending at right angles to the longitudinal axis of said valve andsaid gear, a helical gear carried by said driving shaft and being inmesh with said first named gear, the teeth in said gears being inclinedso as to cause said valve to move to ward said driving shaft, and athrust bearin adapted to bear against the end of said va ve, said valvebeing adapted to moveY toward said thrust bearin as the end of saidvalve is worn, whereby t e wear upon said valve is automatically takenup during the operation of the device.

In witness whereof I have hereunto signed my name this 14th day ofMarch,v i

FRANK C. SKILES..

